February 12, 2013 at 3:05pm
There is a curious stub of motorway that runs off from an early Westbound junction on the Westway and plows down to the Holland Park roundabout by Shepherd’s Bush Green. Curious because it’s an anomaly: there are no other similar branches off the east-west route. It’s out of place. The road is at ground level so this little part of the city is torn completely in two: Shepherd’s Bush and White City to the west, Holland Park/North Kensington to the east. Nesting within its junction with the elevated Westway is a caravan park, perhaps the worst place to live in Britain - the carriageways crowd around and over the temporary(?) homes, making them look like victims of a bizarre and terrifying bureaucratic oversight.
The unexplained nature of that settlement aside, the way the road divides the cityscape is brutal, even more so than the hated Westway that at least had the decency to be born on stilts. A quick bit of wiki-research is a glimpse into a disastrous path not taken for London. The Shepherd’s Bush stub was part of a wider road network project called the London Motorway Box, or Ringway 1. It was one of the only sections of the network to ever be constructed, the other major part being the East Cross Route that blights East London.
Ringway 1 was born alongside the Westway. It was a dramatic project to create an inner London motorway network, to encircle the inner city with fast routes, thereby reducing congestion. The list of neighborhoods through which the dual carriageways were planned to run is startling. The Western Cross route, which is what the stub is still known as, was originally a far longer road, planned to continue southwards from Holland Park through West Kensington, Earls Court, Chelsea and Battersea.
As a North Londoner (temporarily detained in the West) I was most interested in how the plans would’ve affected that part of the world. Here’s a description of the planned route:
The NCR would have entered a cut-and-cover tunnel heading south-west through the western part of Belsize Park before returning into open air south of Eton Avenue and then crossing over Adelaide Road to follow the Euston mainline the short distance to Chalk Farm then crossing above a British Rail goods yard there and heading east along the railway to central Camden Town…
Here the route met with “the planned Camden Town by-pass”. This route description of the by-pass shows it would’ve run through Camden and Mornington Crescent, down to Euston, in a submerged but open trench.
…East of Camden Town, the NCR would have continued to follow the north side of the North London Line to Caledonian Road (A5203), where another junction would have been provided, then through Highbury and Canonbury to Dalston where the NCR would have passed over Kingsland High Street (A10) and along Ridley Road Market before a further junction would have been built to connect to the High Street and Dalston Lane. The final section of the NCR would have crossed through Hackney town centre parallel with the railway viaduct, passing south of 16th century Sutton House, East London’s oldest house, and on through Homerton and Hackney Wick
And one final dash of tarmac:
a motorway heading south-west towards The Angel, Islington.
So that’s potentially Belsize Park, Chalk Farm, Towns Camden and Kentish, North Kings Cross, Barnsbury, Highbury, Canonbury (most of Islington), Dalston and Homerton ruined; the fabric of the city permanently torn apart by wide trenches, and overshadowed by elevated concrete, all for the sake of car users.
Fortunately for us - and London - the cost and controversy associated with the project won it few friends in central government, and led to its death.
November 9, 2012 at 4:57pm
Let us live in London
From the New York Times, Mayor Bloomberg wants to build:
Mayor Michael R. Bloomberg wants to overhaul these rules so that buildings in Midtown Manhattan can soar as high as those elsewhere. New towers could eventually cast shadows over landmarks across the area, including St. Patrick’s Cathedral and the Waldorf-Astoria Hotel. They could rise above the 59-story MetLife Building and even the 77-story Chrysler Building.
The initiative would, in some cases, allow developers to build towers twice the size now permitted in the Grand Central area. The owner of the 19-story Roosevelt Hotel at Madison and 45th Street could replace it with a 58-story tower under the proposed rules. Current regulations permit no more than 30 floors.
There can’t be many visitors to New York City who come away with the impression that what Manhattan needs is more tall buildings, and yet that is what Manhattan is going to get if Bloomberg gets his way. Or more accurately, if the market gets its way.
The demand to live and work on the island, and in nearby spots like Brooklyn, is sky-high. The choice for the city is to either: do nothing and watch prices get even further out of reach even for people who’d be considered wealthy if they lived anywhere else; or to let those people live in the city, and make their contribution to the life and prosperity of the city. It is a choice between banishing people to the suburbs, or even to more affordable cities such as those in the Sun Belt (e.g. Houston), or making room for those people.
London faces a similar choice. Although it does not have New York City’s geographic limitations - there is no equivalent to the island of Manhattan - large areas of its inner core have long seen crazily high property prices, and more of the surrounding ‘Zone 2’ neighbourhoods are being put out of reach. Most of the property-buying happening in the city is being done by foreigners, which isn’t a bad thing in itself but becomes problematic when the supply of new housing is not even close to keeping up with demand.
London is different from New York in many ways, and in one particular way relevant to this subject: London status relative to the rest of the UK’s cities. New York may feel like the centre of the world, but it isn’t the centre of the US. It has rival centres of power and prosperity that have their own specialities and unique attractions. But Britain doesn’t have any cities that can compare to London in size and opportunity terms. It is the centre of the country. This is an unfortunate state of affairs, perhaps an unhealthy one. The issue of how other British cities can compete with the capital is for another piece.
In the meantime London should think selfishly: it must do everything it can to continue to act as a magnet for people. This includes building homes for them to live in. At the moment, the city is miserably failing to keep up even with current demand for new housing, let alone outstrip demand to lower the barrier to entry in the property market. Combined with the post-crisis era of conservative mortgage offering, current housing policy is likely to leave greater numbers of young people off the property ladder, stuck with paying unnecessarily high rents for the foreseeable future.
London may not face much competition from other British cities at the moment, but it does have to compete with other major international cities, and it should act accordingly. At the moment every high rise development (in London terms, above 15-20 stories) is assumed to be a secret plot to destroy the city’s character, and garners opposition from coalitions of NIMBYs with platforms on quangos, charities and local and national newspapers. To remain a relevant world city we must reverse the assumption that development is bad; a blocked or shortened skyscraper should be the exception, not the norm. The Inner London sky must be blotted out with cranes. Newspaper columnists will be assured that they can keep their gardens and garages, while the young and ambitious grab the chance to live at the centre of one of the greatest cities on earth.